A319 flight crew reported pack failure during cruise in aircraft with one pack deferred resulting in loss of aircraft pressurization. Flight descended and diverted.
Synopsis
A319 flight crew reported pack failure during cruise in aircraft with one pack deferred resulting in loss of aircraft pressurization. Flight descended and diverted.
Narrative
The CA was the PM and the FO was the PF for flight ABCD ZZZ to ZZZ1During cruise flight at 31;000 we got an AIR PACK 1 and 2 FAULT ECAM (PACK 2 and BLEED 2 was already on MEL XX-XXX). We applied non normal methodology as per training. The PF started an immediate descent and the PM checked QRC and stared ECAM procedures. Due to the ECAM procedures we saw that the cabin altitude was increasing and changed the immediate descent to an emergency descent. As the cabin altitude reached 9500 feet we got the CAB PR EXCESS CAB ALT. We reapplied non normal methodology and completed the QRC and ECAM procedures while performing an emergency descent to 10;000 feet. Once the aircraft was stabilized at 10;000 feet the I called the flight attendants to advise them the oxygen was no longer needed and made a detailed announcement to the passengers explaining what had happened and that we had applied procedures to keep the aircraft safe and were going make a precautionary landing at ZZZ2. With the aircraft now stabilized at a safe altitude we reviewed the situation and our actions and confirmed that diverting to ZZZ2 was the best course of action considering weather (clear VFR); passenger service and aircraft maintenance. After confirming that the company was informed of our diversion we made a visual approach to runway XXC. After exiting the runway; ZZZ2 CFR (Crash Fire Rescue) followed us to gate XX where the passengers deplaned to the terminal. What I would have done better and was able to take away from the situation:The good: preplaning and identifying a single pack operation as a threat preflight and staying at a lower altitude with extra fuel; both on the way out to ZZZ and the incident flight back to ZZZ1; allowed us to get down quicker than flying at the field FL370 (to ZZZ1) and FL360 (to ZZZ). Several Take aways items when I review the incident post flight as I write this:Should I experience a situation like this again; meaning anything to do with pressurization; I will immediately start an emergency descent; I was surprised how fast the cabin climbed.I contacted the flight attendants with a call when I should have made the PA; Emergency Descent; Be Seated". How hard it is to communicate with the oxygen masks on. Also mask O2 setting are difficult to set when you are used to seeing the front of the mask during an O2 test while setting up the cockpit versus when the O2 mask is donned. While I feel I did a good job communicating with the passengers during the incident and while enroute to ZZZ2 I didn't realize how much the cabin would warm up due to the O2 generators and Pack situation. The FAs (Flight Attendants) commented to me how warm the cabin was when we were enroute to ZZZ2. Had realized this; I would have included it in my PA to the passengers when below 10;000 feet explaining to them what had happened; that the aircraft was in a safe condition and we were going to land in ZZZ2. I would have told them the cabin may feel warmer due to the heat from the O2 generators."
Second reporter narrative
We were issued an aircraft with #2 PACK/Bleed on MEL. We had flown the aircraft from ZZZ1 to ZZZ without issue. On the return flight to ZZZ1 at FL310 we received the AIR PACK 1 FAULT ECAM. This immediately transitioned into PACK 1+2 FAULT that required an immediate descent to FL100. We were monitoring the cabin pressure altitude on the EICAS page and it held for a short time and then started to rapidly increase. We donned our oxygen masks; [requested priority handling] with ATC and advised them of the situation and that we were continuing our descent to FL100. We accomplished the ECAM procedures and follow up procedures and made the decision to divert to ZZZ2. We were 100 miles from ZZZ2 so we continued the descent to FL050 to help stabilize the pressurization better and proceeded direct the airfield. We had a normal approach and landing and taxied to the gate without issues for a normal deplaning.Cause: Issuing an aircraft with a single PACK. Dispatcher had us filed for the max operating altitude for a single PACK; we elected to fly lower; which ultimately saved us over a minute in the descent and breathing on supplemental O2.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.